Clutch control mechanism



Oct. 7, 1952 s. L JANOWSKI 2,612,973

CLUTCH CONTROL MECHANISM Filed May 26, 1950 3 Sheets-Sheet 1 w m V0 12 i611 74 if w M L v/Z 1 M 7! .2 Z9! I; 55 if IM/ENTOE; JE /715W L. JI/VOWJ/f/ A TTD/P/VE Y Oct. 7, 1952 s. L. JANOWSKI 2,612,973

cw'rca CONTROL MECHANISM Filed May 26, 1950 Sheets-Sheet 2 J h All" M V5 N TOE 57 4 57mm L. JA/vowdm Oct. 7, 195 s. L. JANOWSKI 2,612,973

CLUTCH CONTRQL MECHANISM Filed May 26, 1950 3 Sheets-Sheet 3 n M W 2/ I N 04 w l INVENTOR.

AT TOENE Y Patented Oct. 7, 1952 2,612,973 curron; CONTROL MECHANISM Stephen L. Janowski, South Bend, Ind., assignor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application May 26, 1950, Serial No. 164,505

8 Claims. (01. 192 .075)

This invention relates in general to means for operating the throttle and friction, clutch of an automotive vehicle and particularly to pressure differential operated clutch operating power meanscontrolled in large part by an operation of the accelerator of the vehicle.

One of the principal objects of my invention is to provide a throttle and clutch operating mechanismeffecting a smooth engagement of the clutch under all normal conditions of service including a smooth engagement when the engine of the vehicle is either warm or cold. When the in ternal combustionengine of the automotive vehicle is relatively warm a certain depression of theaccelerator will effect ahigher R. P. M. of thepistons thereof than when the engine is relatively cold; however, with the throttle and clutch operating mechanism of my invention the R. P. M. resulting from a given depression of the accelerator will be of the-same or substantially the same value irrespective of whether or not the engine is warm or cold. Accordingly the mechanism of my invention effects a smooth engagement of th clutch under all normal conditions of service there being suflicient engine torque to effect this result. i l

Yet another object of my invention is to com.- bine, in an automotive vehicle including an accelerator, an internal combustio engine controlled in part by a throttle, and a friction clutch, an accelerator controlled clutch control mechanism with a throttle controlling: mechanism whereby there is provided means for effecting a smooth engagement of the clutch under all normal conditions of service and with a normal operation of the accelerator.

A further object of my inventionis to combine,

with an accelerator controlled clutch control mechanism of an automotive vehicle, means for regulating the operation of the throttle of the vehicle wherebythere is effected the desired operation of the throttle as the accelerator is operated to effect a clutch engaging operation of the clutch control mechanism. a

The above and other objects and features of the invention will appear more fully hereinafter from a consideration of the following description taken in connection with the 1 accompanying drawings where one embodiment of the invention is illustrated by way of example. a i

Figure 1 is a diagrammatic View disclosing the principal features of my invention; A

Figure 2 is a plan view looking atone end of the valve mechanism of my invention; Figure 3 is a longitudinal sectional view taken 2 on the line 3-3 of Figure 2 of the control valve mechanism of my invention;

Figure 4 is a view partly in section, taken on the line 4--4 of Figure 2 disclosing details of the solenoid operated vacuum cut-in valve of the valve mechanism; 7

Figure 5 is a view disclosing the principal parts of the connection interconnecting the accelerator, the throttle and the control valve;

Figure 6 is a view disclosing the parts of the high idle compensator mechanism of my invention in their off position;

Figure 7 is another view of the high idle compensator mechanism of my invention the accelerator operated ratchet lever thereof being shown in position locked up. with the ratchet plate of the mechanism;

Figure 8 is an end view of the compensator mechanismof Figures 6 and 7; and

Figure 9 is a view disclosing the pawl mechanism of the ratchet mechanism. Describing now that embodiment of my invention disclosed in the several figures of the drawings the principal elements thereof consist of a single acting vacuum motor I0 comprising a casing 12 and a power element such as a piston, not shown, which is connected to a friction clutch, not shown, of a conventional design. One end of the casing of the motor, a portion of the body thereof and the power element together outline a control chambena gaseous pressurewithin said chamber being controlled to control the operation of the motor. The force transmitting means interconnecting the power element of the motor with the clutch preferably includes a flexible cable l4 connected to a crank l6; and said crank is fixedly connected to a shaft I8 which is connected to the clutch.- A foot operated clutch pedal 20, contactable with a flange 2| extending from the crank l6,.is also preferably included in the clutch operating mechanism.

One end of the motor i0, that is the end of the same constituting a part of the aforementioned power compartment of the motor, is con nected by a conduit 22 to a compartment 24 of a control valve unit indicated as a whole by the reference numeral 26 and three different views of said unit are disclosed in Figures 2 to 4 inclusive. The casing 26 of the unit 2 B1isprovided with a cylindrically shapedbore to receive a cylindrical sleeve valve member 28 constituting one of the two parts of a three-way valve; and said casing is counterboredto provide the aforementioned compartment 24, Fig- A valve member 30, which is biased inwardly by a spring 3| and which is provided with a cylindrically shaped bore to permit the passage of air therethrough, constitutes the other part of the two part three-way valve. One end of the latter valve member, is provided with diametrically spaced openings to receive therethrough a pin 32 and said pin extends through a connecting pin 34, one end of which extends within the member 38. The other end of the pin 34 extends beyond the valve member and is detachably connected to a two-part lever 36. The end portion 38 of the pin 34 is preferably biased into engagement with the interior of the valve 30 by a coil spring 40. There is thus provided means for readily disconnecting valve 3!! from the lever 36; for the pin 32 may be re,- moved by driving the same through the pin 34, thereby separating the latter from the valve 30.

As is disclosed in Figure ,3, the lever 36 is pivotally connected at one of its ends to a rod 4|; and the movement of the rod to the left, Figure 3, is limited by a stop pin 42 adjustably mounted in the valve casing. The other endof the lever 36 is pivotally connected to a pin 43 which is slidably received at one of its ends in a portion of the valve casing and which is secured at its other end to a flexible diaphragm 44. This diaphragm constitutes the power element of a valve operating pressure differential operated motor indicated as a whole by the reference numeral 45; and the operation of said motor is in large measure controlled by the gaseous pressure vwithin the control compartment 4% of said motor, and by a compression spring '41 within said compartment. A compartment 48 of the motor 45 is vented to the atmosphere via a p0rt'49' to which is connected a conduit 43 which leads to an air cleaner 50, Figure 2.

The valve member'fit is recessed at BI and the end of said member-provides a land portion 52 which is adapted, in the operation of the valve, to be positioned to register the recess M with ports. 53 in the valvem em'ber28. The member 30'is;al-so operated sothat the land portion 52 covers the ports 53,-tha-t-is, laps the valve and is also operated to interconnect saidports with the "air cleaner 'viathe compartment 48 and the interior of the valve.

Fire-valve member 2-8 isprovided with an opening'53' to register with one end of a duct 54 in the valve casing, said duct registering at its other end with a-chamber 55 of a'three-way vacuum cut-in valve indicated as a whole by the reference numeral 5-6 and disclosed in detail in Figure 4. The latter valve includes a valve member fil secured to one end of an armature 58 of 'a solenoid 59. When'the solenoid .59is energized the valve member'fi'lmoves downwardly,

Figure 4, to seat at 80, thereby connectingv the duct54 with the intakemanifoIdiBI. ofthe internal combustion engine 62 of the vehicle via a conduit 63 and the aforementioned chamber 55; and when the solenoid 59 is deenergized, aspring 64 serves to move thearmature upwardly, Figure4, to seat the valve member 5'I-at165, thereby cutting off thevacuum connection and venting the duct-54 to the atmosphere via the air cleaner 50, chamber48of-th'e motor.45, the-recess in the valve casing which: houses the :outer end of the pin 43, ducts. 36. andrfifi in the. valve casing,

and the chamber '55. A springloaded check valve 61 may be included in the vacuum connec- 4 chamber 55 thereby providing a means for maintaining the clutch disengaged in the event the conduit 63 is broken when the motor In is energized.

Completing the description of the valve unit 26 the casing 26 is provided with a duct 92, Figure 3, permanently interconnecting the control compartment 46 of the motor 45 with the aforementioned valve compartment 24. There is thus provided fluid transmitting means for at all times interconnecting the motor compartment 46, the valve compartment 24, and the con trol compartment of the clutch operating motor It. It follows therefore that the operation of the clutch control mechanism constituting my invention is in large part controlled by controlling the gaseous pressure within the valve compartment 2.4.

There is thus provided a compact valve control unit 23 comprising a multi-sectional casing housing a three-way control valve and also housing means for operating said valve comprising a spring and pressure differential operated motor and an accelerator operated pin, said pin and the power element of the motor being connected with the movable part of said valve by means of a floating lever member.

Describing now the force transmitting means interconnecting the accelerator IIB of the car with a throttle operating shaft I20 and with the valve operating pin 4I, said pin is connected to a rod 88 and this rod is pivotally connected with a lever member 90. The lower end of this lever member is pivotally mounted upon a floating pin I22 and one end of this pin is mounted in one end of a bell crank lever I24 whichds pivotally mounted upon a fixed pin I26. The lever'member 90 is connected to the accelerator H8 by means of a rod I28, a bell crank lever I30 and a link I32 all as .disclosed in Figure l; and as disclosed in the latter figure, the bell crank lever I 24 is connected to the throttle valve mechanism of a carburetor I by means of a link I34 and ahigh idle compensator mechanism I5 disclosed in Figures 6 to 8, inclusive. This mechanism, which is described in detail hereinafter, constitutes an important feature of my invention and when combined with the clutch control mechanism of the invention cooperates therewith to effect a smooth engagement of the clutch under all normal conditions of service.

A spring I44, which is weaker than a throttle return spring I45, is operative, together with the spring I45, to return the accelerator to its throttle closed position and to move the .valve member 30 to the right, Figure 3, to open the three-way valve, that is operate the same to efiect a clutch disengaging operation of the motor Ill. The spring I44 is preferably sleeved over the pin I-22 and-is connectedat'its ends to the levers 9.0 and I24. The operation of this part of the mechanism of my invention willbe described in greater detail hereinafter when the operation of the entire clutch control mechanism is described in detail.

Describing the aforementioned high idle compensator mechanism of my invention said mechanism includes a, ratchet plate 2 mounted on and drivably connected to the throttle opening shaft I20 said shaft preferably serving to operate .two

throttles or often called butterfly valves which may be mounted on the ,shaft. Only one; of said valves is disclosed .in the drawings and is indicated by the reference numeral 6. The

;-ratchet plate 2' is .ang ularly moved, to open the throttle valves 9. limited amount, by a lever B pivotally mounted on a shaft 9. mounted in the casing of the carburetor. This leveris provided w with a high idle cam portion l which is adapted "to contact one end of a lever l3. is rotated either by a manually operated force The. lever 8 transmitting means extending to and mounted in the instrument panel of the vehicle or.by any i one of the automatic chokemechanisms of the day When the lever I3 is rotated a threadedly mounted idle stop adjustment screw |1 inthe endthereof contacts the ratchet plate 2 to effect the aforementioned angular movement of said plate: and as disclosed inFigures Gand '7 this --operation also serves to close a carburetor :choke valve l9.

The high idle compensator mounted on the shaft I; and the ratchet plate 2 is biased into juxtaposition with the ratchet lever 2|' -by a preloaded torsion spring .23 sleeved over said shaft. cured to the ratchet lever 2| and the other end thereof abuts a stop. secured to the ratchet -plate. Aratchet pawl mechanism including,as *a unit, a cylindrically shaped member 29,,apawl One end of this spring is semember 35, and a projection or stop member 31, is pivotally mounted on apin 33mounted in and extending laterally from the ratchet lever 2|, all as is disclosed in Figures 6, 7,. and 8 of the drawings. I "Figure 7, by a preloaded torsion spring 55, nto

The pawl is biasedupwardly,

mesh with teeth 53 on the outerperiphery of the ratchet plate.

I When the'accelerator H8 is released the throttle return spring I45, which is stronger than the return springs 23, 55, and I44, serves to move the ratchet plate, the ratchet lever, and the pawl mechanism-as a unit in a counterclockwise direction about the shaft I20; and the movement of these several parts ishalted by the cylinder '29 coming into contact witha stop member 29' adjustably mounted in the carburetor casing.

This operation, that is the counterclockwise movement of the ratchet plate, etc. as a unit, also serves-to move the stop 31 of the pawl -mechanism into contact with a stop 9| adjustably mounted inthe carburetor casingsaid operation further tensioning the preloaded spring 55';

of the force transmitting means interconnecting the choke operating means, not shown,the accelerator H8, and the throttle valve 6. "When the choke operating means is actuated to increase the 'engine idle R. P. M. of the engine the ratchet "plate 2 is moved in a clockwise direction to the position disclosed in Figure 7; and during the first increment of throttle openingmovement oi the accelerator the ratchet lever is moved to the --position disclosed in this figure the preloaded spring 55' serving, by its movement ofthe pawl 35 in a clockwise direction, to'bring saidpawl into mesh with theteeth 5a the particular tooth engaged depending upon the degree of opening of the choke mechanism. A subsequent and-continned throttle opening movement of the accelmechanism, also includes a ratchet lever 2| which is pivotally erator then serves to increase the degreeof opening of the throttle the parts of the ratchet mechanism moving together as a unit. As explained above a release of the accelerator to its throttle off .posltionwill. then result in a full closure of the throttle valve 6 and its companion valve, not shown. If the high idle compensator mechanism, including the levers 8 and I3 and the ratchet mechanism, is not brought into play then a throttle opening movement of the accelerator results ina recess portion 3 of the ratchet lever 2| contacting the stop 25 to open the throttle there being, as is disclosed in Figure 6, but a very little lost motion between these parts of the mechanism. However, if the high idle compensator mechanism is opened prior to a throttle opening movement of the accelerator, then the ratchet mechanism, with the parts thereof in the position disclosed in Figure 7, moves as a unit in a clockwise direction toopen the throttle.

' Describing now a feature of my invention, the solenoid 59 which operates the vacuum cut-in valve 56, is controlled by the electrical controls disclosed in Figure 1. Describing this mechanism a grounded battery 10 is wired in series with an ignition switch 68, a clutch control cutit out switch 69 preferably mounted in the instrument panel of the vehicle, the solenoid 59, and

a grounded switch 1| which is opened by the second and high gear shift rail of the transmission 12 when the transmission is established in its high gear setting. With this electrical hookup the valve 55 is opened, that is, the valve member 1 51 is seated at 60, when the switches 68 and 63 are closed and the transmission is established in any gear except high gear; accordingly, with the vacuum cut-in valve opened there is provided a source of vacuumuto make possible a clutch disengaging operation of the motor In when the accelerator is released to open theva1vet28, 30

' an operation which is described infdetail hereinafter. r .With the vehicle traveling in high gear'it is desirable to automatically disengage the clutch when the accelerator is released andthe speed of the vehicle is appreciably reduced, for example when the vehicle is being drivenvery slowly in traffic; and to effect this operation of the-mechanism of my invention'there is provided a switch 13 which is closedwhen the accelerator isre- 13 are electrically connected in series in anelectrical circuit which is wired in parallel with the grounded transmission operated switch I I. Preferably the switch 13 is so: constructedand so operated by the flange 15 that the same is closed just prior to the complete closing of the throttle valve; andit follows, therefore, that the switch I3 is not opened until after the throttle has been opened to a limited degree.

Describing now the complete operation of the mechanism constituting my invention and incidentally completing the description of the parts thereof not'heretofore described, when the accelerator H8 is released to close the throttle: and

idle the internal combustion engine 612, the intake manifold 6| of said engine is partially evacuated. As to the closing of the throttle it is to be remembered that inefiecting this operation the that is, when their vacuum creating pulling power has decreased to a certain factor, then the spring 41 automatically moves to the right, Figure 3,

;that is, expands, thereby lapping the three-way .valve 28, 30. Describing this operation of said i valve the valve member 30 moves to the right -untilthe ports 53 register with the land portion :52 ofsaid valve member; and when this occurs the flowof air into the chamber 46 and the motor I0 is automaticallycut off and the system is then in equilibrium.

,In this operation the lever 9llrotates counterclockwise about the pivotal connection between theipin I22 and said lever, said pivotal connec- ,tion acting as a fulcrum. As stated above. the

parts of the mechanism of my invention are so constructed and arranged, particularly the strength or load of the clutch springs, the area of the diaphragm 44 and the rate of the spring 41, that the valve is lapped to arrest the movement of the power element of the clutch motor ;when.tlie clutch plates are just slightly in contact with each other.

This operation of the motor I0 is usually described as the first stage operation thereof and it i is to be particularly noted that by varying the (rate of the spring 41 that the termination of the first stage operation of the motor may be varied.

In other words, by varying the rate of, the spring 41 there is provided means for varying the degree i of contactof the clutch plates when the first stage of clutch engaging operation of the motor I0 is completed. It is also to be noted that the mechanism of my invention is preferably so con- 1 structedthat this first stage of clutch engaging operation of said motor is completed before the opening of the throttle is initiatedand as a result of a relatively small degree of depression of the accelerator. This first stage operation, of the motor I0 is completed very quickly and with a normal operation of the accelerator the driver may momentarily arrest the depression thereof whenthe resistance of the throttle return spring I45 is encountered; and this momentary arrest ing of the depression of the accelerator will suffice to insure a completion of the aforementioned first stage of clutch engaging operation of said motor before the throttle is opened.

To effect the step by step second stage of clutch engaging operation of the motor III the driver continues the depression of the accelerator thereby effecting a clockwise rotation of the bell crank lever I24 to open the throttle beyond its idling position; and this operation ofthe accelerator serves to again effect a leftward movement of the rod 88 and a leftward movement of the 'valve member 30 the lever 36 again fulcruming about its pivotal connection with the pin 43. This operation, as with the above described first stage clutch engaging operation of the motor,

serves to again place the clutch motor compartment 46 and the control compartment of the clutch motor II! in communication with the atmosphere, thereby increasing the gaseous pressure therein. The clutch springs then automatically resume their expansion to force the clutch plates into contact with each other. As before, if the driver arrests the movement of the acceleratorafter this resumption of movement of the valve member 30 said member again moves to its lapped position by virtue of a resumption of the expansion of the spring 41. In this valve lapping operation the direction of movement .of the valve member 30 is again reversed, the lever 36 fulcruming about its connection with the pin4l.

established in its high gear setting.

. Aswith the above described first stage of clutch engaging operation ofthe mechanism the spring 41 expands to move ,the valve member 30 to its lapped position when the differential of pressure acting. on the diaphragm 44 is reduced to a certain factor by the flow of air into the chamber 48. As with the first stage operation of the mechanism, the valve is lapped when the force exerted by the spring 41 equals the force exerted ,by the diaphragm 44. e

, The clutch plates are thus first moved just slightly into engagement with each other and then pressed into contact, said latter operation being effected by a succession of steps if the driver chooses to depress the accelerator by a succession of steps; and he will probably do this if he desires to effect a slipping operation of the clutch. The latter: operationis, of course, necessary in effecting a very slow movement of the car; such as when parkingthe same. The first stage operation, of themechanism, that is the operation to effect the relatively rapid movement ,of the clutch platesup to a point in slight engagement with each other, will, by virtue of the relatively fast movement of the valve member 30 and its degree of movement during the initial increment of movement of the accelerator, be effected very quickly. The second stage clutch engaging operation of my clutch control mechanism is effected more slowly inasmuch as the ,bell crank lever I24 is operated as a throttle operating lever of the first class, the levers 9 0 and I24 moving as a unit about the pin I26; and by virtue of this operation the degree of clutch engaging movement of the valve member 30 'is relatively small compared to, the degree of movement of the accelerator to effect said movement. It is also to be remembered that the first stageof clutch engaging operation of the clutch is, with a normal operation of the accelerator, completed before the opening movement of the throttle is initiated. The adjustable stop 42 serves to control the mechanism to limit the clutch plate loading factor said factor preferably being such as ,to prevent a stalling of the engine.

The clutch being engaged and the accelerator partially depressed the driver then further depresses the accelerator to speed up the vehicle with the transmissionestablished in low gear;

and when the desired vehicle speed is attained the driver will then release the accelerator preparatoryto establishing the transmission in a higher gear ratio setting.

There is thus provided, by the friction clutch control mechanism of my invention, power means for effecting the disengagement of the clutch when the accelerator is released to idle the engine and the transmission is established in ,any one of its low, reverse, or second gear set- H floating lever 36, by an operation of the accelerator and an operation of the valve operating motor 45. It is also to be noted that with the clutch control mechanism of my invention if the is being parked.

operate the valve 28,- 30 just after the transmis- "sion is established-in its high-gear setting, that the bleed of air-into the-motor l via the'ducts 56 and 65' will nevertheless insure 'an engagement of the clutch. This-operation of the mech- -anism might be effected 'if-the'transmission were placed in its high gear setting just beiore the vehicle started to descend a grade.

The valve mechanism of 'm'y-invention insures a two stage operation of the clutch'motor and a resulting smooth engagement of the clutch; "with "any modeof operation of theacoelerator; for

the operation of the leverage changing" force transmitting connections and the throttle spring A 1-45 virtually insure thistwo stage operation of the mechanism when the clutch-is engaged as a result of a normal operation of the accelerator.

The'floating lever -36 interconnecting the reciprocable valve member 30 with the accelerator operated'pin 4i and the power element M of the valve operating motor -45, prov'ide a very simple, yet effective, means for operating the 'three way 'control valve 28, the varying of the rateof means interconnecting the throttle valves,- the valve member 30 and the accelerator H8 insures a completion of the first stage of engagement of "the-clutch justas' the throttle is about to be opened; and the step by step clutch engaging or disengaging operations of the power element-of the clutch motor insures the desired *maneuver ing of the vehicle in' trafiic orwhen the vehicle "Howeventhemost 'important feature or" my invention lies in the combination of the particular high idle compensator mechanism of the invention with w the particular clutch control .mechanism thereof whereby there is provided a mechanism effecting a smoothengagemerit of the clutchdespite'a relatively low temperature of :the internal combustion engine of the vehicle 'when the engagement of the clutch is'to be made from a standing start; [for when the engine is cold thedriver n'eedbut operate the high idle compensator-mechanism to its open position and thereafter, .upon depressing the accelerator,

"there will'insue the desired smooth-engagement of the clutch the engine speed at the time being equal or substantially equal'to.a-warmengine. There is then enough engine torque to: eifectthe .desired engagement of the clutch; and thisde- .spite the. coldnessoftheengine at the time; for

the operation. of .thehigh. idle mechanism results .inaa stepping upofthe engine R. P. M. to. a factor .iswhen the engine .is relatively. warm; then it is .not necessary for the driver to openlthe high idle compensator mechanism to effect the necessary...engine R. P. M. resulting in'the. desired smooth first engagement of the clutch.

It is thought that the invention and man of its attendant advantages will be understood from the foregoingdescription and though said inven 'tion hasbeen illustrated in connection with but one modification thereof it will be apparent that various changes may be made in the form, .con-

' struction and arrangement of'the parts. without departing from .the spirit and scope of the invention or sacrificing all of its material advantages,

. further whereby the valvelis operated, to effect a. part 12 the TOrm hereinb'efOre I described being.lmerelyea preferred embodiment.

-I claim: 1. Inanautomotive vehicle provided -iv'ithan engine controlling throttlega clutch;- an accelerator'for controlling the operation of the throttle and clutch, and manually operated xm'eans 'for opening the throttley a motor operably connec-ted to the-'clutchyva-lvemeans for controllingthe operation of the motor, and force transmitting means interconnecting the acceleratorfthe manually operated means for-opening' the' throttle, the throttle; and the valVe'--m'eans, said'force transmitting'means including means operated by the manually operated throttle opening -means for opening the throttle independently of its operation by theaccelerator.

'12. 'In anautomotivevehicle providedwithfan engine controlling throttle, a clutchyanaccelerator'for controlling the operation' of the throttle and clutch, and "manually" operatedmeans'for opening the throttle; a motor 'operably "connected to the clutch, valve means 'for' controllingthe operation of. the n'lotor, and force.transrri'rtting means interconnecting the accelerator, thernanually operated nieanshfor opening the throttle, the throttle, and the valve means including an adjustable means operable to' make possiblean opening of the throttle independently ofitsfoper- .ation by an actuation of the accelerator.

In an automotive vehicl providedzwith an engine controlling throttle,.a':clutch;an accelerator for controlling .the. operation "of the throttle and clutch, and manually operated .meansfor .ually, operated'means for opening theilthrottle,

the lthr'ottle and the valve means including an adjustable means operable to make; possible; an

opening o'fthei'thro'ttle independently offits operation by an actuation of the acceleratonxand including a' lost 'motion connection of the clutch engaging operation of 'themotor, before the throttle 'isopened.

i. In an automotive vehicle, provided-with arl engine controlling throttle, 'a'clutch, an aocelerator for controlling .the operation of 'the'throttle and. clutch, and. manually operated means'for opening the throttle; a pressure diiferentialopeb ated motor operably connected to the clutch, valve .rneans for controlling the operation .o'fv the motor, and means interconnecting theaccelerator, the manually operated means foropening the throttle, the valve means, andvthe throttle. and operable to effect a synchronized operation o'fthe valve means and throttle said. interconnecting means includingmeans operated by .the manually operated throttle .openingmeans for, opening the throttle independently of .its operation bythe actuation of theacceleratorsaid opening..xbeing efiected prior toan. opening of. the. throttleby the. operation of. the. accelerator.

15.;In. an automotive vehicle provided..with..an engine controlling throttle, a clutch, an accelerator .for controlling the. operation of the throttle throttle, the valve means, and the "throttle and operable to eii'ect a synchronized operation of the valve means and throttle, said interconnecting means including a ratchet mechanism operative to make possible an operation of the throttle by the manually operated throttle opening means independently of its operation by an actuation of the accelerator.

In an automotive vehicle provided with an engine controlling throttle, a clutch, and an accelerator for controlling the operation of the throttle and clutch; a pressure differential operated motor operably connected to the clutch, valve means for controlling the operation of the motor, and means interconnecting the accelerator, the valve means, and the throttle operable to efiect a synchronized operation of the valve means and throttle said interconnecting means including a ratchet mechanism operative to make possible an operation of the throttle independently of its operation by an actuation of the accelerator, said ratchet mechanism including two relatively movable members one connected to the throttle and the other to the accelerator, together with manually operated means for moving the member connected to the throttle to thereby effect the throttle opening operation of the ratchet mechanism.

7. Mechanism for operating the choke and throttle valves of a carburetor of an automotive vehicle including a ratchet plate adapted to be connected to a throttle valve, a ratchet lever adapted to be connected to the accelerator pedal of the vehicle, a pawl member pivotally mounted on the ratchet lever, yieldable means for moving the ratchet plate and ratchet lever toward each other, other yieldable means for biasing the pawl member into engagement with the ratchet plate, and manually operated force transmitting means including a plurality of levers, connected to the ratchet plate, said force transmitting means serving, when operated, to effect a high idle operation 14 of the choke and throttle valves said throttle opening operation being effected prior to an operation of the accelerator in its operation of opening the throttle.

8. Mechanism for operating the choke and throttle valves of a carburetor of an automotive vehicle including a member adapted to be connected to a throttle valve; a member adapted to be connected to the accelerator pedal of the vehicle, a pawl member pivotally mounted on the latter member, a spring for biasing the first two mentioned members toward each other, spring means for biasing the pawl member into engagement with the first mentioned member, and manually operated force transmitting means, including a plurality of levers, connected to the first mentioned member, said force transmitting means serving, when operated, to chest a high idle operation of the choke and throttle valves said throttle opening operation being effected rior to an operation of the accelerator in its operation of opening the throttle.

STEPHEN L. JANO'W SKI.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,719,718 Moore -1 July 2, 1929 1,721,989 Dixon July 23, 1929 2,035,124 Good Mar. 24, 1936 2,101,275 Starkey Dec. 7, 1937 2,102,271 Irving Dec. 14, 1937 2,177,491 Kliesrath Oct. 24, 1939 2,217,940 Bragg Oct. 15, 1940 2,240,712 Newton May 6, 1941 2,251,350 Bracke Aug. 5, 1941 

